EP1363002A1 - Steuervorrichtung und Verfahren für eine Brennkraftmaschine mit varierbaren Verdichtungsverhätnis - Google Patents

Steuervorrichtung und Verfahren für eine Brennkraftmaschine mit varierbaren Verdichtungsverhätnis Download PDF

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Publication number
EP1363002A1
EP1363002A1 EP03010825A EP03010825A EP1363002A1 EP 1363002 A1 EP1363002 A1 EP 1363002A1 EP 03010825 A EP03010825 A EP 03010825A EP 03010825 A EP03010825 A EP 03010825A EP 1363002 A1 EP1363002 A1 EP 1363002A1
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EP
European Patent Office
Prior art keywords
engine
lift
control mechanism
compression ratio
operation angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP03010825A
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English (en)
French (fr)
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EP1363002B1 (de
Inventor
Shunichi Aoyama
Shinichi Takemura
Takanobu Sugiyama
Ryosuke Hiyoshi
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F02D13/023—Variable control of the intake valves only changing valve lift or valve lift and timing the change of valve timing is caused by the change in valve lift, i.e. both valve lift and timing are functionally related
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
    • F01L13/0026—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio by means of an eccentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F02D13/0238—Variable control of the intake valves only changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/024—Belt drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F01L2013/0073—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot with an oscillating cam acting on the valve of the "Delphi" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a control system for an internal combustion engine having a compression ratio control mechanism capable of varying a compression ratio, a lift and operation angle control mechanism capable of varying a lift and operation angle of an intake valve, and a phase control mechanism capable of varying a maximum lift phase of an intake valve.
  • the present invention further relates to a method for controlling such an internal combustion engine. Still further, the present invention relates to a technique for accelerating warm-up of a spark-ignited gasoline engine.
  • the assignee of this application proposed various compression ratio control mechanisms for reciprocating internal combustion engines, utilizing a double-link type piston-crank mechanism and adapted to vary the top dead center (TDC) of the piston by moving a portion of a linked structure thereof as disclosed in Japanese Patent Provisional Publication No. 2002-21592.
  • This kind of compression ratio control mechanism varies a mechanical compression ratio of an internal combustion engine, i.e., a nominal compression ratio and generally controls the compression ratio so that a high compression ratio is obtained at partial load for improving the thermal efficiency and a low compression ratio is obtained at high load for avoiding engine knock.
  • variable valve timing control mechanism that can vary the lift and operation angle of an intake valve simultaneously and continuously and a variable valve timing control mechanism that can attain a wide design freedom of the lift characteristics in combination with a phase control mechanism for varying a maximum lift phase as disclosed in Japanese Patent Provisional Publication Nos. 2002-89303 and 2002-89341.
  • an exhaust system of an internal combustion engine is provided with a catalytic exhaust gas purifier including an oxidation-reduction catalyst, oxidation catalyst or a reduction catalyst.
  • a catalytic exhaust gas purifier including an oxidation-reduction catalyst, oxidation catalyst or a reduction catalyst.
  • the problem basically depends upon how fast the catalyst can reach the temperature at which the catalyst starts conversion.
  • the ignition timing is delayed during warm-up (i.e., the exhaust gas temperature is elevated by retarding the timing at which combustion starts). This causes a bad influence on the fuel consumption but is widely exercised.
  • to elevate the exhaust gas temperature only by retarding the ignition timing has its limit.
  • an expansion ratio of an internal combustion engine i.e., the ratio of cylinder volume at the time the exhaust valve is open to the cylinder volume at TDC
  • a higher expansion ratio is desirable for maximizing the effective work of the combustion gas
  • a lower expansion ratio is desirable for making higher the exhaust gas temperature for accelerating activation of the catalyst.
  • the exhaust gas temperature can be elevated.
  • advance of the opening timing of the exhaust valve can produce an exhaust gas temperature elevating effect since the combustion gas in the middle of expansion can be discharged in an early stage.
  • the combustion gas in a state of being high in pressure is discharged through the exhaust valve, a considerable amount of heat is taken away from the combustion gas due to transmission of heat by a portion of the engine around the exhaust valve and therefore the exhaust gas temperature cannot be elevated efficiently.
  • a control system for an internal combustion engine having a compression ratio control mechanism capable of varying a compression ratio of the engine by varying a top dead center position of a piston and an ignition timing control system capable of varying an ignition timing of the engine
  • the control system comprising an engine control unit for controlling the compression ratio control mechanism and the ignition timing control system so that the compression ratio is varied depending upon variations of engine rpm, engine load and a warm-up condition of the engine and that when the engine is cold, the ignition timing is retarded from a MBT point and the piston top dead center position is made lower in level than that obtained when the engine is hot and operated at corresponding engine rpm and engine load.
  • an internal combustion engine comprising a compression ratio control mechanism capable of varying a compression ratio of the engine by varying a top dead center position of a piston, an ignition timing control system capable of varying an ignition timing of the engine, and a control unit for controlling the compression ratio control mechanism and the ignition timing control system so that the compression ratio is varied depending upon variations of engine rpm, engine load and a warm-up condition of the engine and that when the engine is cold, the ignition timing is retarded from a MBT point and the piston top dead center position is made lower in level than that obtained when the engine is hot and operated at corresponding engine rpm and engine load.
  • a method for controlling an internal combustion engine having a compression ratio control mechanism capable of varying a compression ratio of the engine by varying a top dead center position of a piston and an ignition timing control system capable of varying an ignition timing of the engine comprising controlling the compression ratio control mechanism and the ignition timing control system so that the compression ratio is varied depending upon variations of engine rpm, engine load and a warm-up condition of the engine and that when the engine is cold, the ignition timing is retarded from a MBT point and the piston top dead center position is made lower in level than that obtained when the engine is hot and operated at corresponding engine rpm and engine load.
  • an internal combustion engine includes variable valve timing control apparatus 101 for varying intake valve opening and closing timings, compression ratio control mechanism 102 for varying nominal compression ratio ⁇ of the engine, ignition timing control system 103 for varying an ignition timing, and catalytic exhaust gas purifier 104 disposed in an exhaust system.
  • Variable valve timing control apparatus 101 is shown in an enlarged scale in FIG. 2 and includes lift and operation angle control mechanism 1 for varying a lift and operation angle of intake valve 12 and phase control mechanism 2 for varying a phase of intake valve 12, i.e., a maximum lift phase of intake valve 12 relative to a rotational phase of crankshaft 51.
  • Lift and operation angle control mechanism 1 is structurally the same as that previously proposed by the same assignee of this application as disclosed in Japanese Patent Provisional Publication Nos. 2002-89303 and 2002-89341 together with phase control mechanism 2, so that only brief description will be made thereto hereinafter.
  • Lift and operation angle control mechanism 1 includes hollow drive shaft 13 rotatably supported on cylinder head 64 by cam brackets (not shown), eccentric cam 15 force-fitted or otherwise fixedly attached to drive shaft 13, control shaft 16 disposed above and in parallel with drive shaft 13 and rotatably supported on cylinder head 64 by the above described cam brackets, rocker arm 18 mounted on eccentric cam portion 17 of control shaft 16 for oscillation motion, and oscillation cam 20 engaging tappet 19 provided to an upper end portion of intake valve 12.
  • Eccentric cam 15 and rocker arm 18 are operatively connected by pivotal link 25, and rocker arm 18 and oscillation cam 20 are operatively connected by connecting rod 26.
  • Drive shaft 13 is driven by crankshaft 51 of the engine by way of a timing chain or timing belt (not shown).
  • Eccentric cam 15 has a circular external surface the center of which is offset from a rotational axis of drive shaft 13 by a predetermined amount. On the circular external surface is rotatably fitted or mounted annular base portion 25a of pivotal link 25.
  • Rocker arm 18 is mounted at a central portion thereof on eccentric cam portion 17 and has an end portion to which protruded arm portion 25b of above described pivotal link 25 is pivotally connected and another end portion to which an upper end portion of connecting rod 26 is pivotally connected.
  • Eccentric cam portion17 has a geometric center that is offset from the rotational axis of control shaft 16 so that an axis of oscillation of rocker arm 18 varies depending upon a variation of a rotational position or phase of control shaft 16.
  • Oscillation cam 20 is rotatably mounted on drive shaft 13 and has laterally protruded end portion 20a to which a lower end portion of connecting link 26 is pivotally connected.
  • Oscillation cam 20 has at its lower side thereof basic circular or dwell surface 24a and cam or lift surface 24b extending from basic circular surface 24a toward above described end portion 20a so as to have a predetermined curved profile.
  • Basic circular surface 24a and cam surface 24b are brought into engagement with the upper surface of tappet 19 in response to oscillation of oscillation cam 20.
  • basic circular surface 24a serves as a base circle area that regulates an amount of lift to zero.
  • oscillation cam 20 is turned or rotated to bring cam surface 24b serving as a lift or rise area into contact with tappet 19, there is caused a lift of intake valve 12 that increases gradually with further rotation of oscillation cam 20.
  • a small ramp area between the basic circular area and the lift area is provided a small ramp area.
  • Control shaft 16 is constructed so as to be rotatable within a predetermined rotational angle range by being driven by hydraulic, lift and operation angle control actuator 31 installed on an end of control shaft 16 as shown in FIGS. 1 and 2.
  • Supply of hydraulic pressure to actuator 31 is performed by first hydraulic pressure controller 32 in response to a control signal from engine control unit (ECU) 33.
  • ECU engine control unit
  • eccentric cam portion 17 when eccentric cam portion 17 is generally positioned in a higher place as shown in FIG. 3A, i.e., when the geometric center of eccentric cam portion 17 is located above the rotational axis of control shaft 16, rocker arm 18 is bodily moved into a higher place, thus causing end portion 20a of oscillation cam 20 to be moved into a higher position.
  • cam surface 24b when oscillation cam 20 is rotated into the initial position, cam surface 24b is caused to incline away from tappet 19.
  • basic circular surface 24a is brought into contact with tappet 19 for a longer period
  • cam surface 24b is brought into contact with tappet 19 for a shorter period. Accordingly, the amount of lift is small, and an angular range from an opening timing to a closing timing, i.e., the operation angle is reduced.
  • eccentric cam portion 17 is generally positioned in a lower place as shown in FIG. 3B, rocker arm 18 is bodily moved into a lower place, thus causing end portion 20a of oscillation cam 20 to move into a lower position.
  • cam surface 24b is caused to incline toward tappet 19.
  • the place where oscillation cam 20 is brought into contact with tappet 19 changes immediately from basic circular surface 24a to cam surface 24b. Accordingly, the amount of lift becomes larger and the operation angle is enlarged.
  • the lift and operation angle characteristics of intake valve 12 can be varied continuously as shown in FIG. 4. Namely, both of the lift and operation angle can be increased and decreased simultaneously and continuously.
  • lift and operation angle control mechanism 1 the opening and closing timings are varied so as to be nearly symmetrical with respect to the maximum lift phase, in response to a variation of the lift and operation angle.
  • phase control mechanism 2 includes sprocket 35 provided to a front end portion of drive shaft 13, and hydraulic, phase control actuator 36 for rotating sprocket 35 relative to drive shaft 13 within a predetermined angular range.
  • Sprocket 35 is drivingly connected to crankshaft 51 by way of the timing chain or timing belt (not shown) so as to be rotatable in timed relation to crankshaft 51.
  • Supply of oil pressure to actuator 36 is controlled by second oil pressure controller 37 in response to a signal from engine control unit (ECU) 33.
  • ECU engine control unit
  • Phase control mechanism 2 is not limited to the hydraulic type but can have various other structures such as one utilizing an electromagnetic actuator.
  • Lift and operation angle control mechanism 1 and phase control mechanism 2 can be open-loop controlled by using sensors (not shown) for detecting an actual lift, operation angle and maximum lift phase or can be simply closed-loop controlled in response to an engine operating condition.
  • FIG. 6 shows compression ratio control mechanism 102.
  • Compression ratio control mechanism 102 includes crankshaft 51 having a plurality of journal portions 52 and a plurality of crank pins 53. On main bearings (not shown) installed on cylinder block 50 are rotatably supported journal portions 52. Crank pins 53 are offset from journal portions 52 by a predetermined amount. To each crank pin 53 is swingably or pivotally connected lower link 54 serving as a second link.
  • Lower link 54 is nearly T-shaped and made up of two separable sections. Nearly at a central portion of lower link 54 and between the separable sections is formed a connecting hole in which crank pin 53 is fitted.
  • Upper link 55 serving as a first link is pivotally connected at a lower end to one end of lower link 54 by means of connecting pin 56 and at an upper end to piston 58 by means of piston pin 57.
  • Piston 58 is subjected to a combustion pressure and reciprocates within cylinder 59 of cylinder block 50. Above cylinder 59 are disposed intake valves 12 and exhaust valves (not shown).
  • Control link 60 that serves as a third link is pivotally connected at an upper end to the other end of lower link 54 by means of connecting pin 61 and at a lower end to the engine main body such as cylinder block 50 by way of control shaft 62. More specifically, control shaft 62 is rotatably mounted on the engine main body and has eccentric cam portion 62a to which the lower end of control link 60 is pivotally connected.
  • Rotational position of control shaft 62 is controlled by compression ratio control actuator 63 using an electric motor in response to a signal from engine control unit 33 (refer to FIG. 1).
  • FIGS. 8A and 8B show a high compression ratio condition and a low compression ratio condition, respectively.
  • the compression ratio can be varied continuously between the high compression condition and low compression condition.
  • Double-link type compression ratio control mechanism 102 can attain such piston crank stroke characteristics that approximates a simple harmonic motion as shown in FIG. 7 by suitably selecting the link dimensions.
  • the stroke characteristics approximating a simple harmonic motion has an advantage in vibration noise, particularly in that the piston speed at or adjacent TDC is slower by about 20% as compared with an usual single-link type piston crank mechanism. This is an advantage in formation and development of initial flame kernel under the condition of slow combustion speed, e.g., at the time of cold engine.
  • the piston motion is approximated to a simple harmonic motion so that the piston motion at or adjacent TDC can be smoother.
  • the compression ratio is a geometrical compression ratio ⁇ that is determined depending upon only a volumetric variation of the combustion chamber that is caused by stroke of piston 58.
  • the actual compression ratio is finally determined by the control of the intake valve closing timing. Namely, when intake valve 12 is closed in the middle of the intake stroke, compression is actually started from a crank angle position that is symmetrically opposite, with respect to a bottom dead center (BDC), to the crank angle position at which intake valve 12 is closed.
  • BDC bottom dead center
  • FIG. 11 shows the intake valve opening and closing timing control by variable valve timing control apparatus 101 under typical vehicle driving conditions.
  • corresponding points (or zones) to the driving conditions are added to FIG. 10.
  • 1 ⁇ to 4 ⁇ are the characteristics upon cold engine operation according to the present invention, and only 5 ⁇ is the characteristics after warm-up of the engine (i.e., when the engine is hot), that are shown for reference. Further, the characteristics upon cold start are the same as the characteristics upon idling after warm-up of the engine.
  • the temperature condition or worm-up condition of the engine is determined by one of or both of coolant temperature sensor 105 provided to, for example, cylinder block 50 of the engine and catalyst temperature sensor 106 provided to catalytic exhaust gas purifier 104.
  • the operation angle is set to be small and the maximum lift phase ⁇ is retarded so that the intake valve closing timing is set at a point a little earlier than the bottom dead center (BDC). Since the intake valve closing timing is set at a point adjacent the bottom dead center, decrease of the actual compression ratio is not caused.
  • the operation angle is maintained small and the maximum lift phase is further retarded so that the intake valve opening timing is retarded as much as possible. Though the intake valve closing timing is after the bottom dead center, it is set adjacent BDC and therefore decrease of the actual compression ratio is small.
  • the ignition timing is retarded for warming up the catalyst of catalytic exhaust gas purifier 104.
  • the degree of retardation of the ignition timing is maximized though varies depending upon the combustion condition. Namely, upon high idling, the ignition timing is retarded largely from a MBT (Minimum Spark Advance for Best Torque) point.
  • the degree of retardation of the ignition timing from the MBT point is preferably reduced gradually with increase of the engine load.
  • the operation angle is enlarged and the intake valve opening timing is advanced.
  • the intake valve closing timing is after the bottom dead center.
  • the intake valve opening timing is set at a point coinciding with a top dead center (TDC) for preventing production of vacuum and the intake valve closing timing is determined so as to advance considerably from the bottom dead center.
  • TDC top dead center
  • the R/L running is herein used to indicate running of the vehicle wherein the engine speed and engine load are constant and the throttle opening is 1/4 of full throttle.
  • FIG. 12 is a list for illustrating the effects that the intake valve operation characteristics and the compression ratio produce on the exhaust gas temperature and the unburnt HC when the engine is cold.
  • an exhaust gas temperature elevating effect is shown by an arrow, i.e., the arrow head directed upward indicates that the effect is contributive to elevation of the exhaust gas temperature and the arrow head directed downward indicates that the effect is adverse to elevation of the exhaust gas temperature.
  • the evaluation of the exhaust temperature elevating effect is made on the assumption that the ignition timing is retarded to the limit.
  • description will be made to each item.
  • the intake valve lift When the intake valve lift is small, the intake mixture flow speed is increased by the amount corresponding to decrease of the opening area of the intake port. Particularly, there is a nozzle effect (effect of minimum restricted portion) between the intake valve and the seat. Such nozzle effect is largely effective for promoting atomization of the fuel injected into the intake port, thus decreasing the unburnt HC.
  • the actual compression ratio is lowered. This is because the air-fuel mixture drawn into the cylinder is caused to flow backward at the initial stage of the compression stroke. As a matter of course, such retard is accompanied by decrease of the charging efficiency and therefore the intake vacuum is lowered. Decrease of the actual compression ratio causes the temperature of the air-fuel mixture at the time of compression to fall, thus lowering the combustion speed and imposing restrictions on retard of the ignition timing.
  • the actual compression ratio is lowered similarly to the above-described retard of the intake valve closing timing. This is because, differing in phenomenon from retard of the intake valve closing timing, the mixture drawn into the cylinder is expanded adiabatically until the bottom dead center after closure of the intake valve and therefore the temperature of the mixture at the bottom dead center is lowered. As a matter of course, such advance is accompanied by decrease in the charging efficiency and therefore the intake vacuum is decreased. Accordingly, the combustion speed is lowered to put restrictions on retard of the ignition timing.
  • Fig. 13 is a time chart for illustrating a control performed at the transition from the high idling condition after cold start to the R/L running through the slow acceleration.
  • the rpm is set higher than that at idling after warm-up, i.e., the engine is put into a so-called high idling condition. From this time onward, it is necessary to execute a control for maximizing the exhaust gas temperature for the exhaust gas purification.
  • the compression ratio ⁇ is set low for making lower the expansion ratio, and at the same time the characteristics of the intake valve are varied in such a manner that the operation angle is made smaller (this is for enlarging the freedom of retardation) and the intake valve opening timing (IVO) is retarded largely in combination with retard of the maximum lift phase ⁇ .
  • the intake valve closing timing (IVC) is set at a point after the bottom dead center. This is for retarding the intake valve opening timing (IVO) maximumly.
  • the intake valve opening timing (IVO) is set at a point adjacent the bottom dead center (BDC), though after BDC, the influence on the actual compression ratio is small.
  • the degree of retard of the ignition timing is maximized though varies depending upon the combustion condition. More specifically, the ignition timing that is to be set at about 20° CA before the top dead center after warm-up is retarded up to a point adjacent the top dead center.
  • FIG. 13 is a flow chart of a control routine to be executed by the control system of this invention when the engine is cold or hot. Firstly, in step S1, it is judged whether the coolant temperature and the catalyst temperature are equal to or higher than respective predetermined temperatures and then it is judged, based on the judgment on the coolant temperature and the catalyst temperature, whether the engine is cold or hot. When the engine is judged cold, the program proceeds to step S2. In step S2, selection of maps for respective control of the compression ratio ⁇ , ignition timing IT, intake valve opening timing (IVO) and intake valve closing timing (IVC) is made.
  • step S1 it is judged whether the coolant temperature and the catalyst temperature are equal to or higher than respective predetermined temperatures and then it is judged, based on the judgment on the coolant temperature and the catalyst temperature, whether the engine is cold or hot.
  • step S2 selection of maps for respective control of the compression ratio ⁇ , ignition timing IT, intake valve opening timing (IVO) and intake valve closing timing (IVC) is made.
  • step S3 an actual engine operating condition (engine rpm, throttle opening degree) at that time is detected and a control corresponding to the detected engine operating condition is made on the basis of the selected maps.
  • variable compression ratio control mechanism 102 is controlled so that the compression ratio ⁇ becomes equal to a target value.
  • steps S6 and S7 lift and operation angle control mechanism 1 and phase control mechanism 2 are controlled so that the intake valve opening timing (IVO) and the intake valve closing timing (IVC) become equal to respective target values.
  • ignition timing control system 103 is controlled so that the ignition timing IT becomes equal to a target value.
  • step S12 When the engine is judged hot in step S1, the control proceeds to step S12 to select control maps for hot engine. From this step onward, a control similar to that described above is carried out. Namely, steps S12 to S19 correspond to steps S2 to S9, respectively, so that a repeated description thereto is omitted.
  • variable valve timing apparatus 101 and compression ratio control mechanism 102 are executed by a control program incorporated in ECU 33.
  • the present invention provides a continuous combustion control that can continuously improve the combustion by variably controlling the geometric expansion ratio of the internal combustion engine and further by variably controlling the intake valve opening timing (IVO) and the intake valve closing timing (ICO) in combination with the variable control of the geometric expansion ratio.
  • IVO intake valve opening timing
  • ICO intake valve closing timing
  • the present invention makes it possible to elevate the temperature of catalyst rapidly while suppressing deterioration of the exhaust gas that is otherwise caused by deterioration of the fuel consumption and misfire.
  • the expansion ratio for the movement of the piston from the top dead center to the point where the exhaust valve opens is lowered.
  • the combustion efficiency is lowered and the exhaust temperature is elevated.
  • the intake valve closing timing is set at a point more adjacent the bottom dead center than the exhaust valve opening timing and the actual compression ratio is higher than the expansion ratio.
  • the lift and operation angle are set to be small when the engine is cold. By this, it becomes possible to retard the ignition timing largely and attain an efficient rise of the exhaust gas temperature.
  • the compression ratio control mechanism comprises a double-link type piston-crank mechanism that is constructed so that a maximum acceleration of the piston when the piston is at or adjacent a top dead center is equal to or smaller than that when the piston is at or adjacent a bottom dead center.
  • a double-link type piston-crank mechanism that is constructed so that a maximum acceleration of the piston when the piston is at or adjacent a top dead center is equal to or smaller than that when the piston is at or adjacent a bottom dead center.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Electrical Control Of Ignition Timing (AREA)
EP03010825A 2002-05-16 2003-05-14 Steuervorrichtung und Verfahren für eine Brennkraftmaschine mit varierbaren Verdichtungsverhätnis Expired - Lifetime EP1363002B1 (de)

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EP1363002B1 (de) 2006-06-14
DE60306032D1 (de) 2006-07-27
JP4416377B2 (ja) 2010-02-17
US20030213451A1 (en) 2003-11-20
JP2003328794A (ja) 2003-11-19
DE60306032T2 (de) 2006-11-02

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